Automatic car-stop.



A. lTAURNIAN.

AUTOMATIC CAR STOP.

APPLICATION FILED Nov. I8. 1914.

Pafented Nov. 21, 1916.

r /wvewtoz W 721 nn/71 an A. TAURMAN.

AUTOMATIC CAR STOP.

APPLICATION FILED NOV. I8. I9I4` 1,205,814. Patented Nov. 21, 1916. 3 SHEETS-SHEET 2.

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AUTOMATIC CAR STOP.

APPLICATION FILED Nov. I8. 1914.

Patented N ov. 21, 1916.

3 SHEETS-SHEET 3.

N :i1-i113 ALPI-IONSO TAURMAN, OF RICHMOND, VIRGINIA.

AUTOMATIC CAR-STOP.

i ,acacia Specification of Letters Patent.

Patented Nov. 2t, 1916.

Application filed November 18, 1914. Serial No. 872,770.

lie it .known that I, ALrHoNso T AURMAN, a citizen ot the United Sta-tes, residing at lxiclunond, in the county of Henrico, State ot Virginia, have invented certain new and uselul Improvements in Automatic Car- Stops; and l do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

rlhis invention relates to an apparatus for auton'iatically7 stopping cars, and has particular application to an apparatus adapted to be employed in connection with cars which are not equipped with air brakes, such as two motor single truck street cars, and light double truck cars7 although I wish it to be understood that it may be applied to any electrical railway cars employing continuous current for power purposes.

In my earlier application, tiled October 2, 1911i, Serial No. lii, l have shown an automatic car stopping apparatus adapted ior use with cars having air brake equipment. This earlier apparatus embraces among other features a stationary, normally energized contact member located alongside the trackway, and connected in circuit with the trolley or feed wire. Mounted on a ca'r traveling along the track is a second or normally deenergized contact member electrically connected with a solenoid magnet, the

plunger of which is connected with an air contr j lling valve, the latter controlling the supply ot air tothe circuit breaker, the sanding device and brake cylinder. The construction is such that when the contact on the car strikes against the stationary contact alongside the itrackway, as when the car attempts to pass the stationary contact without first coming to a stop, the solenoid magnet will be energized, and the controlling air valifeoperated to cause the opening of the circuit breaker andthe consequent cutting oit of the power from the car, the operation of the sanding device and the application of the brakes.` As abovestated, this invention is intended for use with cars which are not equipped with air brakes, although in the operation of the present invention l employ certain features, such as the stationary contact normally energized by the current from the feed or trolley wire and the traveling contact or the normally lthe car.

denergized contact or contacts carried by Oi' course, it is to be further understood that the system ot track signals and trackway switches employed in connection with said earlier application may also be used in connection with the present apparatus.

In the present instance l propose to pio vide an apparatus, which when the normally denergized contact on a traveling car comes into contact with a stationary, normally en ergized contact alongside the trackway, will cut oil' the power from the car and place the electric motors of the car in circuit as short circuited generators, the movement ot the car tending to operate the motors as short circuited generators, thus bringing the car to an immediate stop.

ln carrying out my invention l place a switch in circuit with the motor leads and the controller or controlling device. This switch in its normal position will not interfere with or hinder the tlo f of current from the controller or controlling device to the motor in the usual manner. This switch, however, is equipped with certain magnets or solenoids which are energized by current dowing from the feed wire when the energized, stationary contact and the contact on the car are brought into engagement, and when energized the plunger of the solenoid will be operated to actuate the switch proper to cut oit the current from the controller and 'place the motor in circuit as a short circuited generator. For instance, it an electric car is being operated along the trackway and the contact on the front end or the end in the direction in which the car is moving, comes in contact with the stationary contact alongside the track without tue said stationary contact being first denergized, the plunger' of the solenoid which is in circuit with the contact on the iront ot' the-car orv the end in the direction in which itis moving, will be operated to break the electrical. connection between the motors and the controllers or controlling devices, thereby open circuiting the motors from the source of power, at the same time placing the armature and fields of each motor in a complete circuit, in such a manner as to convert them into short circuited generators, and the movement of the car will then operate these motors, as short circuited generators This causes a braking effect for the car, which increases as the speed of the car increases, and decreases as the speed or" the car decreases. rlhus it will be seen that this braking eiiect does not tend to slide the wheels, as the brake releases the moment rotary motion of the wheels ceases.

It is also my purpose to provide an apparatus of this character' by means of which the car may be quickly and positively brought to a stop, in case an attempt should be made to take the car past the stationary contact without first bringing the car to a stop to enable the conductor or iagman to alight and denergize the stationary contact by throwing a iiagmans switch.

.Vith the above recited objects and others of a similar nature in view, my invention consists in the construction, combination and arrangement of parts set forth in and falling within the scope of the appended claims.

In the accompanying drawings: Figure 1 is a. top plan view or a switch embodying my invention, this switch being employed for the two-motor equipment of the car. Fig. 2 is a View in side elevation thereof. Fig. 3 is a view in end elevation. Fig. 4- is a sectional view taken through the rotary member of the switch on the line 4 4 of Fig. 1. the switch connections with the motor and controller in normal position. Fig. 6 is a diagrammatic view of a car provided with normally denergized contacts and also illustrating a stationary contact alongside the trackway, as well as the position of the switch on the car, the connections of such switch with the contacts on the car being conventionally illustrated in dotted lines. Fig. 7 is a diagrammatic view after the motors have been placed in circuit as short circuited generators. Fig. 8 is an end view of the car with its normally denergized contact, and also showing the location of the stationary or normally positive contact alongside the track. Fig. 9 is a diagrammatic view showing a manually operated three-way switch for operating the electromagnetic switch, and also the connections therefor.

A Referring now to the accompanying drawings in detail, and particularly to Figs. 6 and 8, the letter A designates a car traveling in the direction of the arrow and provided with the normally denergized contacts 1 and 1, while located alongside the trackway is a pole a carrying the stationary contact 2. As in my application above referred to, the stationary contact is in circuit with the feed wire shown at t0, and is normally energized thereby. It is usually located adjacent the crossing, and in order to denergize the contact it is necessary for the flagman to leave the car and throw a flagmans switch located alongside the trackway, as shown herein in Fig. 8 at F.

Fig. 5 is a diagrammatic View oi In case the car should not be brought to a stop before reaching the stationary contact alongside the track on which the car is traveling, and the car in its travel should bring one of its contacts, for instance the contact 1, into engagementwith the adjacent stationary contact 2, the car will be stopped through the mechanism which I will now proceed to describe, and which constitutes the present invention.

In the present instance I have shown two contacts 1 1l on a double end car and two stationary contacts 2-2. This is to make provision for the car traveling in either direction, for in such case it is necessary to provide separate contacts, one placed on each end oi the car and in different circuits with the solenoid magnets, which operate the switch to place the motors in circuit as short circuited generators. Located on the car is a switch designated as an entirety by the letter S, and this switch is shown in detail in Figs. 17 2 and 3. It comprise-s a base C, carrying the vertical U-shaped supports D-D- These supports carry the solenoid magnets E and E, mounted one above the other. The plunger of the magnet E is shown at E2, while the plunger of the magnet E is indicated at E3. A conductor l leads from the contact 1 to the magnet E, and likewise a conductor 3 leads from the contact 1 to the magnet E. The conductor 5 leads from the magnet E to thel ground, and likewise the conductor 6 leads from the magnet E to the ground. Also mounted on the base is a vertical U- shaped supporting frame G, the arms 7 of which form bearings for the stud shafts 8 and 9 carrying the cylindrical drum 10, so that the drum 10 will rotate. Thev stud shaft 9 has mounted thereon a lever 11, to one end of which is connected as at 12. a link arm 13, connected at its opposite end as at 14 to the solenoid plunger E2. Likewise to the opposite end of the lever there is connected, as at 15, one end of the link arm 16, the opposite end of which is connected at 17 to the solenoid plunger E3. The controller side of the. switch is indicated at L, and the motor side by the letter M.

The supporting block for the conductorconnecting plates at the controller side of the switch is indicated at 18, the plates being shown at 19, while likewise the supporting block for the conductor-connecting plates at the motor side of the switch is indicated at 20, the plates being designated by the numeral 21. There are eight plates 19 and eight plates 21, and each or' these plates in addition to forming a connection for a conductor, is adapted to carry a spring contact conducting arm operating as hereinafter described.

lt is well known and forms no part of this invention, that if the motor of a car is placed in circuit as a short circuited generator, and the movement of the car causes it to operate as such, the motor will generate current which will tend to prevent the rotation of the armature of the motor.

Referring now to Fig. 2 which is a side elevation of the switch, I have shown the eight spring contacts on the motor side of this switch, and numbered 22, 23, 24, 25, 26, 27, 28 and 29 leading to the spring contacts 30, 31, 32, 33, 34, 35, 36 and 37 on the opposite side ot' the drum 10, through conductors 38, 39, 46, 41, 42, 43, 44 and 45, as shown in dotted lines in Fig. 1.

Referring now to Fig. 5, which is awiring diagram, showing diagrammatically the electrical connections of the switch and the path through which the current flows, when the switchis in its normal or inoperative position, it willr be Seen that on the controller side ot' the drum are contact plates 46, 47, 48, 49, 50, 51, 52 and 53; on the motor side are three rows of contact plates, the first one including plates 55, 56, 57 ,58,59, 60, 61 and 62, the second row being numbered ce, eli, e5, ce, e7, es, e9 and 70, and the third row, 71,72, 73, 74, 75, 76,77 and 78.

The operator in manipulating his controller or controlling devices in the usual manner, feeds current to the switch into conductors 30, 46, 38, 63 and 22 into the armature X of No. 1 motor, out of this armature X, through conductors 23, 64, 39, 47 and 31, back to the controller or controlling devices, thence from the controller back through conductors 32, 48, 40, 65 and 24, through the field coils Y of No. 1 motor through conductors 25, 66,41, 49 and 33, to the ground, if the motors are being operated in parallel, or back to the controller and through the conductors 34, 50, 42, 67 and 26, to the armature X of motor No. 2, thence through conductors 2", 68, 43, 51 and 35, to the controlling devices, thence from the controlling devices back through conductors 36, 52, 44, 69 and 28, through fields Y into conductors 29, 70, 45, 53 and 37, to the ground completing the circuits through this switch for No. 2 motor, if the motors are being operated in series. This is the arrangement of the conductors when the car is traveling along the track with the power on, but l wish it to be understood that this switch .is just as eiective to stop the car when the usual current controller is oil and the power circuit to the motor is opened, (and the car is coasting) as when the power is on as described above. Y

As before stated, the stationary contact 2 is located at or alongside the'trackway, usually at a'railway crossing` or other point of danger. Now. for example, should the car traveling in the direction of the arrow reach the stationary contact 2 without coming to a stop so that the conductor or flag- `man may alight and denergize this stationary contact 2 by throwing the agmans switchfF, the contact 1 on the car striking theA stationary contact 2, will cause the current from the feed wire to pass through the conductor 4 to the magnet coil E, drawing the plunger' E3 inward, or to the right as shown in Fig. 3, pulling with it the. link arm 16 and rocking the lever 11 to turn the drum 10, so that the spring contact conduc tors 36, 31, 32, 33, 34, 35, 36 and. 37 are disengaged from the contact plates 46, 47, 48, 4S), 50, 51, 52 and it the same time the spring contacts 22, 23, 24, 25, 26, 27, 28 and 29 have been disengaged from the contact plates 63, 64, 65, 66, 67, 68, 69, and 70, and engage with the contact plates 55, 56, 57, 58, 59, 60, 61 and62, and complete the circuit 'from contact plate 55 through conductor 22, armature X of No. 1 motor, conductor 23, contact plate 56, conductor 80, con tact plate 57, conductor 24, field coil Y of No. 1 motor, conductor 25, contact 58, conductor 81. No. 1 armature and field coil are in a complete circuit through the concluetors described above and thus short circuited as shown diagrammatically in Fig. 7. At the same time it will be seen that I have provided contact plates and conductors to place No. 2 motor in circuit as a short circuited generator, as shown in Fig. 7, and any movement of the car will tend to operate both motors as generators short circuited and thus bring the car to a stop.

Should the car be traveling in the opposite direction from that indicated by the arrow and vcontact' 1 on the car engage an adjacent stationary contact 2 along the trackway, the current will How through the contacts, through conductor 3, solenoid magnet E, cause the plunger' E2 to be drawn inward, rocking the lever 11 and rotating the drum 10, causingthe Contact spring conductors 30, 31, 32, 33, 34, 35, 36 and 37 to disengage from contact plates 46, 47, 48, 49, 50, 51, and 53, at the same time disengaging spring` contact conductors 22, 23, 24, 26, 27, 28 and 29 from the contact plates 63, 64, 65, 66, 67, 68, 69 and 70 and engaging contact plates 71, 72, 73 74, 75, 76, 77 and 78 and completing a circuit from conductor 84, contact 72, conductor 23, armature X of motor No. 1, conductor 22, contact plate 71, conductor 83, Contact plate 73, conductor 24, field coils Y of No. 1 motor and conductor 25, contact plate 74, bach tov conductor 84 and completes the circuit, thereby converting the motor into a short circuited generator, as before described, and bringing the car to a stop. Y

Circumstances may arise where it is desirable to enable the motorman or conductor to stop the car in an emergency' by opand method of bringing the car to a stop by cutting off the controller and putting on the brake. To accomplish this I provide the arrangement shown in F ig. 9, wherein a conductor leads to a three-way manually operable switch 91 from the main trolley wire or main circuit of the car. rlhe poles of this switch, shown at 92 and 93 are connected to conductors 3 and et, which lead to the switch S in the manner heretofore described. Leading from this switch 91, as shown at 9% and 94, are cords or other manually operated means for closing conductor 90 into either pole 92 or 93 of switch 91 and leading to the front and rear of the car or any other convenient location, whereby the motorman or conductor may close a circuit from the main trolley wire through conductor 90, the switch 91 and either of the poles 92 and 93, to the conductors 3 or 4, to the respective solenoids of the latter, and. causing the operation of the car stopping appliance as described above, and according to the direction in which the car is traveling.

After the car has been brought to a stop through the agency of my invention, it is necessary to manually operate the handle H to restore it to its vertical position as shown in Fig. 3 in order to rotate the drum back to its normal position to allow the iiow of the current to and from the motors at the will of the operator of the car.

While l have herein shown and described one particular embodiment of my invention, l wish it to be understood that I do not confine myself to all the precise details of construction herein set forth by way of illustration, as modification and variation may be made without departing from the spirit of the invention or exceeding the scope of the appended claims.

That I claim is l. The combination with a main feeder, a contact electrically connected therewith and normally energized thereby, a car having suitable controlling devices and a motor in circuit with the feeder, a normally deenergized circuit, a contact carried by the car and a magnet both located in said deenergized circuit, a switch interposed between the controlling devices and the motor and adapted when the contact on the car engages with the first mentioned contact to break the circuit between the motor and the controlling devices converting said motor into a short circuited generator to stop the car, a switch remote from the car between the main feeder and the contact electrically connected therewith to prevent energization of the secondary circuit and actuation of the switch to place the motor in circuit as a short circuited generator.

2. rllhe combination with a source of power, an electric motor in circuit therewith, an electromagnetic switch having a plurality of magnets and a plurality of contacts, each magnet being in a normally deenergized circuit whereby the energizing of one circuit operates the switch to place the motor in circuit as a short circuited generator when the car is moving in one direction and the energizing ofanother circuit operates the switch to place the motor in circuit as a short circuited generator when the car is moving in the opposite direction, and means for energizing the said circuit.

3. rlhe combination with a source of power, of a car having an electric motor normally in circuit with a source of power, an electric switch in circuit with the source of power and the motor, a plurality of magnets controlling said switch, and means for energizing` said magnets to operate the switch to place the motors of the said car in circuit as a short circuited generator in either direction in which the car may be moving, when the proper magnet is energized.

fl. The combination with a main feeder, a stationary contact electrically connected therewith and normally energized thereby, and a traveling car, of a contact carried by the car, a motor for the car normally in circuit with the feeder, controller devices for the motor, an electromagnet carried by the car and electrically connected with the contact on the car, a plunger for the magnet, a drum connected with said plunger, contacts carried by the drum and normally in position to complete the circuit from the main feeder through the controlling devices to the motor, said magnet being energized when the contact on the car engages with the stationary contact to actuate the plunger to rotate said drum to break the circuit bei' tween the main feeder and the motor and convert such motor into a short circuited generator to stop the car independently of the controlling devices, a switch remote from the car between the main feeder and the stationary contact to prevent energization of the contact on the car to rotate the drum to place the motor in circuit as a short circuited generator.

5. rlhe combination with a main feeder, a' stationary contact electrically connected therewith and normally energized thereby, and a traveling car, of a Contact carried by the car, a motor for the car normally in circuit with the feeder, and means interposed between the motor and the feeder and electrically connected with the contact on the car, said means being operable when the contact on the car engages with the stationary energized contact to break the circuit between the motor and the feeder and convert such motor into a short circuited generator to stop the car, and a distant switch in circuit with the main feeder and adapted to be actuated to denergize the stationcui llO

ary Contact and prevent the operation of said means.

The combination' with e main feeder, a stationary Contact electrically connected therewith and normally energized thereby, n traveling cer7 of a Contact carried by the mi', a, motor for the cnr normally in circuit with the feeder7 means interposed between the motor and the 'feeder and electrically connected with the Contact on the car, seid ineens being operable when the contact on the cui' engages with the stationary energized contact to break the 'circuit between the inotor and the feeder and convert such motor into e short circuited generator to stop the car, e distant switch in circuit with the innin feeder and adapted t0 be actuated to denergize the stationary Contact and prevent the operation of Said ineens, and e pair of signal lamps in circuit with the dista-nt switch and adapted to be alternately lighted and extinguished with the opening and closing` of the switch.

In testimony whereof I aix my signature, in the presence of two witnesses.

ALPHONS TAURMAN.

lVitnesses R101-IARD B. CAVANAGH, MABEL E. HARTLEY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington,D C. 

